Jabiru USA (North America)

It doesn't often happen this way. When media reporters get hold of a story that casts a company or person in a bad light, this generates headlines. The results can be disastrous for that company or person. However, if the initial article turns out to be overstated, a followup report does not always earn publication. News organizations don't gain subscribers or advertisers by saying, "All is OK now."

Perhaps this was the situation with Jabiru... the engine side of the house, not the airframe side. As you can read in our earlier report, Jabiru was taken to task for some problems down under. You should judge for yourself.

"I hope people who read [CASA's] report get the main message that well-maintained Jabiru engines were not a problem but sloppy maintenance did them in," wrote Jabiru North America boss, Pete Krotje. "CASA does not mention the group of eight flight schools where most of the problems arose and that the same maintenance company did their maintenance." He ventured further saying, "I can't imagine that the FAA would take steps similar to CASA's limitations without knowing the source of the problem."

Pete wrote, "Limitations have been lifted on engines that have been maintained according to the Jabiru manual and have complied to the 'significant' Jabiru service bulletins & service letters." He expressed that, "It is a real round about way of saying that poor maintenance practices are the real cause of Jabiru engine malfunctions." Like it or not, aircraft — like houses, autos, RVs, boats, well... pretty much everything — require regular and proper maintenance. Fail in this mission and you invite problems.

Especially Pete liked this CASA statement: "The failures experienced can generally be attributed to the maintenance practices, not necessarily poor quality of maintenance but as discussed [in the report], any deviation from the current Jabiru recommendations does appear to introduce conditions that can rapidly deteriorate the engine health to the point of failure."

Jabiru Australia, the designer and manufacturer of their line of engines, wrote to owners of their equipment saying, "We have been notified that CASA will be replacing the [document] that expires on the 30th of June with a [document] that places no limitations on Jabiru powered aircraft compliant with maintenance procedures." They added, "It is heartening to see recognition by CASA of the issues faced which are beyond our control and the steps taken by Jabiru to deal with the issues within our control."

Jabiru in Australia was also pleased to see "the dramatic increase" in compliance to Service Bulletins, Service Letters, and maintenance procedures — which likely represents the good that came from CASA's investigation. Combined with their Jabiru engine training workshops, following these procedures has resulted in fewer incidents. Jabiru then insisted, "This puts us well ahead of Rotax for reliability, the standard by which CASA based their aggressive initial actions." Around the world, Rotax sets a high bar for reliability, and the Austrian company helps achieve this by rigorously encouraging mechanics to get initial and recurrent training.

All is not perfect, however. Jabiru Australia wrote, "It is disappointing, however, that CASA still retained an Acceptance of Risk Statement within the limitations for non-compliant aircraft as the signing of this provides no enhancement to the reliability of these engines and is still damaging to our business." The negative effect of a damning report can linger on long after the problem may have been solved.

Nonetheless, Jabiru Australia remained upbeat, concluding, "We will continue to work for and with our owners and operators to strengthen and grow the Jabiru Fleet. We have weathered the storm; it is now onwards and upwards.

CASA produced an 11-page report on their conclusions which can be obtained by asking Jabiru North America.

In the report, CASA stated, "The Jabiru engine has been designed to be lightweight for Light-Sport applications and also to be easy and efficient to maintain. From the data provided, however, it appears that the engine is very reliant on a fastidious maintenance regime and is intolerant of variation to the schedule provided by the manufacturer." In other words, mechanics must follow the instructions of Jabiru.

CASA is aware that engines may not remain in the configuration as originally manufactured. Their report said, "It is understood that 'aftermarket' parts are available for experimental aircraft, and certain Jabiru engines may have been modified in ways that involve the installation of non-Jabiru manufactured parts. All of these modifications have the potential to contribute to the reliability of the engine, in a both a positive and negative manner." They concluded, "[We] recognize that a true and complete picture of reliability can only be achieved on the basis of a consider of known configurations."

The governmental agency finished with a series of specific recommendation that interested persons and Jabiru owners can find in the report, called "Jabiru Engine Reliability Analysis."

It doesn’t often happen this way. When media reporters get hold of a story that casts a company or person in a bad light, this generates headlines. The results can be disastrous for that company or person. However, if the initial article turns out to be overstated, a followup report does not always earn publication. News organizations don’t gain subscribers or advertisers by saying, “All is OK now.”
Perhaps this was the situation with Jabiru… the engine side of the house, not the airframe side. As you can read in our earlier report, Jabiru was taken to task for some problems down under. You should judge for yourself.
“I hope people who read [CASA’s] report get the main message that well-maintained Jabiru engines were not a problem but sloppy maintenance did them in,” wrote Jabiru North America boss, Pete Krotje. “CASA does not mention the group of eight flight schools where most of the problems arose and that the same maintenance company did their maintenance.” He ventured further saying, “I can’t imagine that the FAA would take steps similar to CASA’s limitations without knowing the source of the problem.”
Pete wrote, “Limitations have been lifted on engines that have been maintained according to the Jabiru manual and have complied to the ‘significant’ Jabiru service bulletins & service letters.” He expressed that, “It is a real round about way of saying that poor maintenance practices are the real cause of Jabiru engine malfunctions.” Like it or not, aircraft — like houses, autos, RVs, boats, well… pretty much everything — require regular and proper maintenance.

Given that the Sport Pilot / Light-Sport Aircraft sector is only a dozen years old (announced July 2004 with the first Special LSA approval in April 2005), Jabiru North America seems almost an old timer with 17 years of business in their corporate logbook. During those years, the onetime Wisconsin company relocated to Shelbyville, Tennessee.

At Sun 'n Fun 2016, Jabiru North America announced their new J-170D model.

Australia's most popular LSA trainer has been noticeably improved and updated. Among other improvements, the down-under engineers redesigned the vertical stabilizer, giving it a more swept stance and a wider airfoil shape, which makes the aircraft more stable and require less rudder input than before, according to Jabiru. They believe this enhanced two seater will make an even better flight instruction airplane.

"The [previous] J170-SP has been a great trainer here in the USA, with its stout landing gear, stable handling, and fuel economy of less than 4 gallons per hour in daily use," said Pete Krotje, President of Jabiru North America. J-170D does even better.

You might need to get in line for one of these well-valued airplanes.

Jabiru North America reported, "We will be allotted one J170-D per month starting in late July 2016." That July aircraft is already sold and will be used for flight training. My guess is the Tennessee company will find more orders as they did at Sun 'n Fun 2016. They are quoting an introductory price of $99,900, which impressively includes a Garmin G3X touch-screen EFIS system; Garmin remote comm radio and Mode S transponder; 2020 compliant ADS-B in & out; and night lighting package. Optional instrumentation is available to allow instrument training.

While I know people often say SLSA seem more costly that promoted at first, Jabiru's new 170D offer a solid value, in fact being the equivalent of $78,950 in 2004 dollars. Back then we didn't even think about ADS-B and the G3X wasn't even a gleam in Garmin's eyes.

"For an aircraft that is tough enough for day after day flight training and will cruise over 100 knots (115 mph) for weekend excursions, the J170-D is a terrific bargain," said Pete. "Other LSA suitable for training [can be] double the price, and spare parts can be difficult to obtain. In contrast, all parts for the J170-D engine and airframe are readily available from Jabiru North America," he added. "The long-term relationship we've built with Jabiru allows us to offer outstanding support to our LSA owners in cases where parts, repairs or alterations are necessary."

So, what do active flight schools think of the modestly-price 170D? Chris Cooper, chief flight instructor of Hummingbird Aviation, a full-service flight school outside of Minneapolis, Minnesota, was quoted by Jabiru North America, "We are very, very happy with the J170 as a trainer and are looking into adding a third aircraft the future." Jabiru reported that Hummingbird has operated a J170-SP for several years, accumulating over 2,000 hours on its first aircraft, and recently acquired a second J170-SP to expand the business.

One imagines they'll be even happier with a J-170D offers several enhancements to the J170-SP originally offered in the USA, including a longer fuselage for more stability, the airfoil-shaped vertical stabilizer for improved turn coordination, and the latest version of the Jabiru 2200 engine with all the newest enhancements.

The list goes on... J170-D is equipped with the most advanced avionics offered for light-sport aircraft. Garmin's G3X touch-screen flight display has intuitive controls and features synthetic vision 3D terrain, GPS moving map with the capability to display geo-referenced charts, AOPA airport directory, and a 2020-compliant ADS-B package with weather and traffic display. Full electronic engine monitoring, including four-cylinder CHT, EGT, and fuel flow, is also standard.

According to Jabiru North America, the standard engine, Jabiru's 85-horsepower, direct-drive, 4-cylinder 2200 model, "offers simpler and smoother operation than the competition and features the latest Jabiru safety enhancements, including roller-bearing cam and lifters, valve-relief pocketed pistons, enlarged through-bolts, and reinforced flywheel attachment.

Flight schools and private owners alike often focus on cabin comfort and again, J-170D does well. It may look diminutive from the outside but its 45-inch-wide cabin offer six inches more width than a Cessna 172. Placing the control stick in the center console makes for easier entry and exit and I've always like the armrest to steady your control movements and reduce fatigue on longer flights. Though J-170D does not have the J-230's enormous aft cabin — a result of the larger Jabiru model being designed as a four seater in its home country — 170D offers a carpeted area behind the seats. Especially if you don't fill the large 35 gallon fuel tanks, you can carry luggage for two. Optional adjustable rudder pedals accommodate taller pilots.

While I understand $100,000 is a lot for some budgets, you have to put this in perspective to realize Jabiru is offering quite a bit of airplane for the money. If it's still too rich for your taste, you have many other new choices and a growing fleet of used airplanes. Nonetheless J-170D offers an excellent value in a proven, well equipped airplane that should work for most pilots.

SPECIFICATIONS FOR JABIRU J-170D

Wingspan — 31.7 feet

Cabin Width (at elbow) — 44.9 inches

Aircraft Empty Weight (typical) — 748 pounds

Maximum Gross Weight — 1,320 pounds

Load Factors — +4.0/-2.0 G (+7.0/ -3.5 G tested)

Horsepower — 85 @ 3300 rpm

Climb Rate at Gross Weight (average) — 500 fpm

Cruise Speed (75% power) — 100 knots True (115 mph)

Never exceed Speed — 140 knots True (161 mph)

Stall Speed, Full Flaps — 40 knots True (46 mph)

Stall Speed, No Flaps — 45 knots True (52 mph)

Fuel Capacity/Type — 35 gallons (100LL)

Given that the Sport Pilot / Light-Sport Aircraft sector is only a dozen years old (announced July 2004 with the first Special LSA approval in April 2005), Jabiru North America seems almost an old timer with 17 years of business in their corporate logbook. During those years, the onetime Wisconsin company relocated to Shelbyville, Tennessee.
At Sun ‘n Fun 2016, Jabiru North America announced their new J-170D model.
Australia’s most popular LSA trainer has been noticeably improved and updated. Among other improvements, the down-under engineers redesigned the vertical stabilizer, giving it a more swept stance and a wider airfoil shape, which makes the aircraft more stable and require less rudder input than before, according to Jabiru. They believe this enhanced two seater will make an even better flight instruction airplane.
“The [previous] J170-SP has been a great trainer here in the USA, with its stout landing gear, stable handling, and fuel economy of less than 4 gallons per hour in daily use,” said Pete Krotje, President of Jabiru North America.

We and many other journalists have arrived in EAAworld and are gearing up for another big event. Here are two aircraft announcements of interest and one avionics offering. More will follow.
Jabiru USA has news prices and new gear for their speedy line of kits and LSA. Jabiru USA Sport Aircraft is celebrating ten years in the Light-Sport Aircraft market by offering a new large-screen Garmin G3X Touch avionics package as standard equipment for its J230-D high-performance composite LSA while lowering the price of the fully-loaded aircraft to $119,900. The Australian-designed Jabiru J250/230 series has been flying in the U.S. since 2005 and is known for its speed, easy handling and large baggage capacity.
"By simplifying our overhead, we are now able to offer the new fully-equipped J230-D with the Garmin system for $119,900, a price cut of nearly $20,000," said Jabiru USA general manager Pete Krotje. The lower price of the aircraft reflects the original goals of both Jabiru and the creators of the Light Sport rule--to make aviation accessible to as many people as possible.
"The pricing of today's Light Sport aircraft is sort of getting out of control," noted Pete. "We wanted ... to create an airplane that makes flying accessible to people who thought that owning a safe, capable and comfortable new airplane was beyond their financial reach."
Garmin's G3X Touch offers unmatched situational awareness and an intuitive pilot interface. The system features a 10.6-inch touch screen primary flight display, two-axis autopilot with automatic stability control, a 2020-compliant ADS-B package with in-flight weather and traffic, as well as the capability to display a full complement of geo-referenced aeronautical charts.
Each of the six cylinders of the 120-horsepower Jabiru 3300 engine are monitored by the Garmin at all times, providing a complete picture of the performance of the engine to the pilot. Garmin's radio and transponder are remotely mounted giving a clean panel design. Both can easily controlled through the touch screen interface. The J230-D instrument panel is designed to easily accommodate a secondary portable device, such as a tablet (photo) or handheld GPS.
Other standard features of the J230-D include a full-size baggage door, LED exterior and interior lighting, leather seats, upholstered headliner and baggage area, ground-adjustable carbon fiber propeller, and 120-knot cruise speed at 5.5 gallons per hour.
Jabiru invites AirVenture attendees to come see a Garmin-equipped J230-D in Booth 313 located just north of the Theater in the Woods.
MGL Avionics, one of the very first producers to promote touch screen digital instruments in the LSA and light kit community, reported, "The long-awaited Explorer-Lite is now available and shipping!" MGL Avionics explained that their iEFIS Lite series "is revolutionizing the small airplane instrument panel. For single-screen EFIS installations in Experimentals and LSAs, iEFIS Lite offers everything needed."
The second release in their "Lite" series, Explorer-Lite 8.5 is a larger instrument that features a bright, non-reflective eight and a half-inch touchscreen of around 1000+ nits. Since you probably don't know what a "nit" is, TechTarget.com reported, "A typical active-matrix LCD panel has an output between 200 and 300 nit." By that reference, MGL's Explorer-Lite 8.5 should seem very bright even in a sunlight situation.
"Explorer-Lite 8.5 looks, feels and operates just like a full iEFIS, however it does not require the additional iBox since pitot/static, GPS receiver, and attitude sensor are all built into the back of the screen." So, unless you need to connect more than two RS-232 devices to your EFIS (such as radio, transponder, or ADS-B) or unless you need more than one screen or have other complex requirements, MGL's Explorer-Lite 8.5 appears to do it all. It has the same powerful G3 processor and runs the same firmware as a full iEFIS system and has all of the same software features losing only complexity during installation. Homebuilders would seem to love that prospect.
MGL said Explorer-Lite 8.5 starts at $2,850. A few options could raise the price but this is quite affordable.
Kitfox Aircraft is one of the most celebrated of all American sport aircraft with many thousands flying successfully, not only in the USA but all over the globe. In 2015, this western U.S. company steps up their game even further making their handsome airplane perform even better with some new choices.
The company has developed a new option for their proven S7 Super Sport design, one of the most polished models this company has ever offered. Completed recently and then flown to AirVenture Oshkosh, Kitfox is promoting their new STi (for STOL Inspired) retrofittable wing option. Proprietor John McBean said, "[The new STi wing] cuts takeoff and landing ground roll by more than 150 feet, and only reduces the cruise speed by less than 25 mph."
Any STOL design comes with a speed reduction as you can't have it both ways. "I think it is a fair price to pay for your STOL specific mission," expressed John.
All prior S7 Super Sport models had takeoff and landing ground rolls of only around 300 feet, which usually suffice for island beaches, river sand bars, or the mountain backcountry. However, Kitfox Aircraft continued to get requests for shorter takeoff and landing distances so owners can literally fly from their back yard or driveway. "The STi wing delivers," beamed John!
As president of Kitfox Aircraft, John invites you to visit their display in the North Aircraft display (booth 634 and 635) ... where all the kit builders tend to congregate. At their space you can take a look at what he flew 1,200 miles from the factory at Homedale, Idaho. He further entices you with this comment, "We have a few other surprises, too, like our Shock Monster 2.0 landing gear."
Stay tuned ... more Oshkosh light aircraft news to follow!

We and many other journalists have arrived in EAAworld and are gearing up for another big event. Here are two aircraft announcements of interest and one avionics offering. More will follow.
Jabiru USA has news prices and new gear for their speedy line of kits and LSA. Jabiru USA Sport Aircraft is celebrating ten years in the Light-Sport Aircraft market by offering a new large-screen Garmin G3X Touch avionics package as standard equipment for its J230-D high-performance composite LSA while lowering the price of the fully-loaded aircraft to $119,900. The Australian-designed Jabiru J250/230 series has been flying in the U.S. since 2005 and is known for its speed, easy handling and large baggage capacity.
“By simplifying our overhead, we are now able to offer the new fully-equipped J230-D with the Garmin system for $119,900, a price cut of nearly $20,000,” said Jabiru USA general manager Pete Krotje.

Revised Article UPDATED: 6/5/15 / New total LSA and LSA-like chart (at bottom) — At best statistics can be fluid and hard to state precisely. In response to my request for any Australian input below, Neil Jansen responded, "I found some data sourced from the authority that manages such aircraft categories in Australia (Recreational Aviation Australia)." He attached a PDF article. After my review of this document, I can say that I was not grossly off in my guesstimate of 2,000 LSA-type aircraft. I attempted to be conservative and evidently I was. From a review of the charts and article, I would now increase my Australia figures from 2,000 to perhaps 2,700 so the final calculus of around 50,000 worldwide aircraft looks even more solid. That said, my European counterpart, Jan Fridrich, and I since had a conversation that suggests even 50,000 may not fully cover it. However, better to be conservative on such estimates, I believe. —DJOne of my favorite tales was taken from an old Delta Air Lines house magazine, the sort sent to employees of the company before email invaded our lives. Airlines have their own meteorology departments and the Delta guys once wrote, "Every time you forecast the weather, you know you're wrong; you just don't know by how much or when. If you are ever right, never let 'em forget it." Ah, yes, remember when we correctly forecast that big storm, back in 1967? I got a lot of chuckles from telling that story.
Weather forecasting is much better today, but statistics can often be wrong despite best efforts. Along this line, I heard from a reader, an engineer in Italy, "In your article 'Analyzing Statistics on Worldwide Aviation,' you did not mention my country."
In this update article, I wish to correct that shortcoming and add a couple more pieces of information. The result of my deeper examination pushes sport and recreational aircraft closer to 50,000 worldwide.
My Italian reader, who preferred I did not use his name, wrote, "Apart from being the country from where several LSA aircraft arrive — he mentions Tecnam, which may be the largest LSA and light aircraft producer on the planet — we have over 13,000 registered "ultralight" aircraft with the Aeroclub of Italy (a national institution managing registrations of ultralight aircraft, including gyrocopters and helicopters)." I add that Germany does something similar with its DAeC and DULV, which might account for GAMA having zero information about microlights in Germany, a nation I know to have a significant number of such aircraft.
The Italian engineer continued with his amplification, "Although the number (13,000) includes 'ancient' aircraft from the '80s that might be out of commission now, I can confirm that well over 6,000 aircraft are flying from hundreds of grass strips and aerodromes across the country." As such, this places Italy — correctly so, based on corroborating information — in the top tier of countries with a large base of light and sport aircraft.
"The reason why [the aircraft count] is not so obvious," he further clarified, "is that the certification of pilots and aircraft is done outside of ENAC (Italian equivalent of FAA) and therefore does not get reported in the usual channels where numbers of registered aircraft are accounted."
"Ultralight (generally meaning the European name for light two seaters, not the U.S. superlight single seaters) registrations for Italy follow the [aircraft registration] format I-1234, or I-A123 now that we passed 10,000 registrations. I have seen I-C1xx (can't remember the exact number, but it means that we passed 13,000 registrations already)." He added, "I think we had over 2,000 in the last five years or so."
Looking at the pilot side of the equation, he noted, "On a forum I read the impressive number of 17,500 active ultralight pilots."
"So, despite the obvious intention of keeping a low profile to make sure that the Revenue Service does not develop some new creative tax to hit a vulnerable sector, it looks like there are plenty of pilots and planes filling our skies," the Italian writer concluded. He then invited, "Come visit and we'll be happy to show you around." That's an offer I'd like to take when I also wish to visit the large Tecnam facility in Italy.
My source finished his message saying, "I fly a older Aeronca with American N-numbers using an FAA Private certificate and therefore I don't even show up in that list."
I also managed to overlook two other countries of note. My apology and the only excuse I can offer is that GAMA assembled a great deal of info and I simply did not absorb it all. However, the news is good for the light aircraft sector as the numbers rose considerably from my first estimate of about 40,000 light and/or sport aircraft in the world.
I still don't know exactly how to evaluate Australia's numbers — as they did not break out the LSA-type group in any identifiable way — but I would conservatively guess their microlight/LSA/VLA sector could have around 2,000 light or sport aircraft. If someone in that country knows better, please do educate me. I'd like for these reviews to be as accurate as possible.
However, neighboring New Zealand offered more data. Their listing through me off as they switched methods after 2005 and again after 2010. Yet based on further study, I can see they show 1,059 "microlights" and they once showed a high, in 2009 of 1,853 "Sport" aircraft. From this I might guess they have around 2,000 of what might be called LSA-types.
So, with good Italy info and more from down under, I feel reasonably confident reporting that pilots around the globe fly somewhere around 50,000 light, sport, recreational aircraft.
The update of substantial information about Italy and my further pondering of the many pages in GAMA's detailed report suggest two things to me. First, statistics are devilishly hard to obtain and are subject to all sorts of inconsistencies, many of human origin. Secondly, no matter how you cut it, light and sport aircraft are a very substantial sector of the worldwide family of aircraft.
Here you can examine our chart for LSA and LSA-like aircraft around the world. Please consider all the notes to interpret the figures.

Revised Article UPDATED: 6/5/15 / New total LSA and LSA-like chart (at bottom) — At best statistics can be fluid and hard to state precisely. In response to my request for any Australian input below, Neil Jansen responded, “I found some data sourced from the authority that manages such aircraft categories in Australia (Recreational Aviation Australia).” He attached a PDF article. After my review of this document, I can say that I was not grossly off in my guesstimate of 2,000 LSA-type aircraft. I attempted to be conservative and evidently I was. From a review of the charts and article, I would now increase my Australia figures from 2,000 to perhaps 2,700 so the final calculus of around 50,000 worldwide aircraft looks even more solid. That said, my European counterpart, Jan Fridrich, and I since had a conversation that suggests even 50,000 may not fully cover it.

For their 15th anniversary celebration, Jabiru is inviting all owners and anyone interested in light aviation to their Shelbyville, Tennessee headquarters.

South Africa receives a kit and assembles it, then shipping to the USA, where Jabiru USA completes the airplane.

In the Light-Sport Aircraft industry, many companies are celebrating fairly young birthdays, at least compared to 80-year-old legacy companies in the GA space. One of those is Number 8 ranked Jabiru, with more than 100 airplanes delivered in the USA. That is whole aircraft with that name, but remember, this is one only a very few companies that produces both airframes and engines under their brand. The U.S. outlet for the Australian brand (more on this below) announced, "Jabiru USA Sport Aircraft, LLC will celebrate its 15th anniversary the weekend of October 3rd through the 5th, 2014." They sent out an invitation for all Jabiru owners, both aircraft and engine, as well as anyone interested in the lighter end of aviation to join them for a celebration. The company said it "will feature a Friday evening cookout with some fun & games, a Saturday breakfast fly-out to Winchester, TN, engine maintenance sessions Saturday morning and Saturday afternoon, a presentation on avionics updates including ADS-B, and a separate session on available engine updates.
Some history is in order for this Shelbyville, Tennessee light aircraft producer. Jabiru USA began in Neenah, Wisconsin, just north of Oshkosh. Back in September 1999 Pete Krotje was appointed a Jabiru dealer and service center for the upper midwest area. He had been flying a Jabiru 2200 on his Titan Tornado and accepted Jabiru's offer of a dealership. Later, Jabiru Australia reorganized its marketing network for the USA and Pete became a full time Jabiru enterprise in 2001. From then through 2004 the business concentrated on sales and support of the Jabiru 2200 and 3300 engines and quickly became the world's largest Jabiru engine dealer. During that time period Pete and son Ben — who worked in the family business for many years — developed the first of many firewall forward installation kits, facilitating easier installation of the Jabiru engines into different homebuilt aircraft. For example, Zenith Aircraft has been a significant user of the Aussie powerplants.
After years in Wisconsin — and coping with the difficult winters in that state — Pete moved the business into a larger facility in Shelbyville, Tennessee (south of Nashville) in December 2004. His aim was to begin fully manufacturing Jabiru aircraft for the new Light-Sport Aircraft market that had just been announced that summer. That goal was achieved with Jabiru USA producing 120 LSA-eligible aircraft through the end of 2013. However, the period from 2008 until 2011 and beyond has been a challenging period for any company and likewise for LSA companies. The so-called Great Recession pounded many small business and the more progressive ones looked hard for ways they could improve their business model. Pete did similarly and in 2014 executed on a major change in the way he'll do business.
Pete reported, "Since early 2014, with the change in FAA approach to manufacturers, Jabiru USA now imports the Jabiru Aircraft line while still developing new firewall forward kits for new aircraft coming onto the market. Service has become a much larger part of the business as the USA Jabiru fleet of engines and airframes mature. Jabiru USA's A&P mechanics and senior mechanics with Inspection Authorization service or rebuild an engine every week at the Shelbyville location. Jabiru USA's service department repairs damaged aircraft and performs all sorts of service and inspections for many LSA and experimental amateur built aircraft. Meanwhile, Jabiru airplanes like the popular J230 will now be available for a sharply reduced price ... a savings of $25,000! Catch this video to hear more about Jabiru's new pricing. Those folks who think LSA are getting too costly ought to consider what Pete Krotje and his team have accomplished.
You can also watch this interview to hear about new improvements in the Jabiru 3300 120-horsepower engine:

In the Light-Sport Aircraft industry, many companies are celebrating fairly young birthdays, at least compared to 80-year-old legacy companies in the GA space. One of those is Number 8 ranked Jabiru, with more than 100 airplanes delivered in the USA. That is whole aircraft with that name, but remember, this is one only a very few companies that produces both airframes and engines under their brand. The U.S. outlet for the Australian brand (more on this below) announced, “Jabiru USA Sport Aircraft, LLC will celebrate its 15th anniversary the weekend of October 3rd through the 5th, 2014.” They sent out an invitation for all Jabiru owners, both aircraft and engine, as well as anyone interested in the lighter end of aviation to join them for a celebration. The company said it “will feature a Friday evening cookout with some fun & games, a Saturday breakfast fly-out to Winchester, TN, engine maintenance sessions Saturday morning and Saturday afternoon, a presentation on avionics updates including ADS-B, and a separate session on available engine updates.

What do sugar cane harvesting equipment and light aircraft and engines have to do with one another? The former was the original work of Jabiru founders Rod Stiff and Phil Ainsworth. The latter is what occurred after a trip to Europe back in 1988. While they traveled, the other partners voted them out of the company and on their return they got a check for their equity. *** So Rod and Phil did what entrepreneurs do. They took their dough and started a new company. This is the story Jabiru USA boss Pete Krotje told to begin his talk about the engines and airplanes the duo created. *** The first Jabiru flew in 1991 under Australia's then-new "ultralight" rule that allowed a new class of aircraft with no medical (long before FAA found such a solution useful). That first airplane — called a Light Sport Aircraft, again well before FAA used a similar term — used a KFM engine but that powerplant company soon said they were leaving the business. Thus was born one of only two companies I know that makes both airframe and engine. (The other such company is Sonex, which offers the AeroVee kit engine). *** The Jabiru engine uses auto industry parts, such as pistons and valves from Toyota. Among other tactics, this held down costs and started Jabiru down a path of delivering 6,000 engines to 45 countries. In addition, some 2,000 Jabiru airplanes are flying worldwide, 600 of them in Australia. Today, 80% of all flight training in Australia is done behind Jabiru engines. In South Africa the J-planes are the market leader. More recently, China took delivery of 20 of these airplanes with 20 more on order and an additional 20 forecast. *** The heart of the engine is the crankshaft and unlike other brands, the Jabiru crank starts as a seven-inch round shaft of steel which is fed into a CNC machine. Heads are milled from aluminum. Pete offered additional details of these powerplants but you'll need to attend one of his forums to get the whole story. *** In an interesting twist, Jabiru does not set the TBO for their engines. Instead CASA (the Australian FAA) sets the TBO, which is now 2,000 hours, the same as Rotax and Continental. *** Demonstrating his own entrepreneurial strength, Krotje's Tennessee-based JabiruUSA has become the #7 ranked SLSA producer.

What do sugar cane harvesting equipment and light aircraft and engines have to do with one another? The former was the original work of Jabiru founders Rod Stiff and Phil Ainsworth. The latter is what occurred after a trip to Europe back in 1988. While they traveled, the other partners voted them out of the company and on their return they got a check for their equity. *** So Rod and Phil did what entrepreneurs do. They took their dough and started a new company. This is the story Jabiru USA boss Pete Krotje told to begin his talk about the engines and airplanes the duo created. *** The first Jabiru flew in 1991 under Australia’s then-new “ultralight” rule that allowed a new class of aircraft with no medical (long before FAA found such a solution useful). That first airplane — called a Light Sport Aircraft, again well before FAA used a similar term — used a KFM engine but that powerplant company soon said they were leaving the business.

I had some fun today talking with Jim Sweeney, guest host of Roy Beisswenger's Ultraflight Radio Show. *** Our first topic was the state of the LSA industry. I first picked my pal Dan Johnson's satellite-view brain of the LSA Big Picture to glean we're looking at an industry that is weathering the economic storm and ready for an upswing. *** Once the economy really ramps up, many observers feel LSA, which remain an incredible bargain compared to new GA airplanes, should pick up smartly. Let's toast that happy day! *** Meanwhile, Tom Peghiny of Flight Design USA tells me sales are picking up, particularly from his dealer network who are selling their inventory aircraft and ordering replacements. *** We'll post fresh market stats from Jan Fridrich after Oshkosh AirVenture on FAA registrations through mid-year but in general it's good to remember that companies are doing whatever it takes to survive in this prevailing market psychology of uncertainty. *** Some details: * Flight Design, (still #1 U.S. seller), Jabiru and American Legend lowered prices, created "economy" models or both, to stay competitive. * Flight Design has the CTLS Lite at around a $20,000 lower price, Jabiru dropped it's high winger by a like amount, and American Legend came out with its Classic J3, Continental O-200-powered model at $94,895. * Companies like Rans Aircraft and American Legend among others enhance their market appeal by selling both kits and ready-to-fly airplanes. Rans in particular has thrived for more than 25 years with this strategy and is still going strong. *** So although, as Dan says, the industry is still in a "bit of a funk", companies are finding ways to hang in there. *** As for the much-ballyhooed, yet-to-occur "shakeout" of the 77 companies producing ASTM-certified LSA aircraft since the beginning several years ago, a grand total of five have shut their doors or are up for sale. That's rather amazing. *** New airplanes continue to debut too: *** Two TL-3000 Sirius from SportairUSA (my flight report will be out in Nov. or Dec. Plane & Pilot) will deliver this month, and another right after Oshkosh, according to Sportair's Larry Martin. *** Cubs still rule: Nearly 33% of all LSA sales are Piper Cub clones, says Dan. *** We thought of at least two good reasons: Light Sport flying is a recreational experience after all, and what speaks to simple, fun flying better than a Cub? (I'm getting time locally in a 1946 version myself, and having a blast.) *** Then there's the 75 years of trustworthy (and FAA certified) safe Cub operation. Older pilots inclined to still look askance at this brave new world of ASTM industry self-certification might believe their safest flying remains with the old-school, truly wonderful Cubbie. *** Positive signs for all you LSA-curious AirVenture visitors this year: Dan Johnson's LSA Mall should be full again. What a great way to compare your dream planes side by side. *** One last note: there are around 2000 LSA out there now. That's beginning to help companies stay afloat by providing parts and service to those airplanes. Flight Design alone has more than half a million parts on hand to do the job right. Engine overhauls, brake maintenance, and other services all help bring in revenue for those makers in it for the long haul. *** So let's keep our chins up by remembering that, with more than 100 LSA models to choose, there's enough variety and a broad enough price range to suit just about anybody looking for a way to do fun flying. *** My case is a perfect example: I can't afford to buy an LSA outright... so I'm renting one at $50/hour wet! Hard to say no to that deal, eh? *** So even if renting is the way you have to go for now, or shared ownership, or joining a club, there's no reason you can't find an LSA to help you get 'er done at a reasonable tariff.

I had some fun today talking with Jim Sweeney, guest host of Roy Beisswenger’s Ultraflight Radio Show. *** Our first topic was the state of the LSA industry. I first picked my pal Dan Johnson’s satellite-view brain of the LSA Big Picture to glean we’re looking at an industry that is weathering the economic storm and ready for an upswing. *** Once the economy really ramps up, many observers feel LSA, which remain an incredible bargain compared to new GA airplanes, should pick up smartly. Let’s toast that happy day! *** Meanwhile, Tom Peghiny of Flight Design USA tells me sales are picking up, particularly from his dealer network who are selling their inventory aircraft and ordering replacements. *** We’ll post fresh market stats from Jan Fridrich after Oshkosh AirVenture on FAA registrations through mid-year but in general it’s good to remember that companies are doing whatever it takes to survive in this prevailing market psychology of uncertainty.

Just like Rotax, Jabiru USA does regular engine seminars. Get more info.

I am not aware of any other airplane company on Earth that builds both airframes and powerplants. Jabiru does. The Australian company has been doing this for years and has supplied approximately 2,000 airframes and more than 6,000 engines to the light aircraft market, according to Jabiru USA boss, Pete Krotje. That's cool, but if you want to learn more about each, where do you go? One place -- this coming weekend -- is the Jabiru Jamboree. *** On Friday June 11, 2010, open house and factory tours start at 1 PM with an engine maintenance session at 3 PM followed by a cook-out at 5 PM. On Saturday, the day is full of seminars on Jabiru engines and airframes in the morning with avionics, firewall-forward issues (wiring, cooling), and engine tuning in the afternoon. On Sunday, Jabiru plans, "Wheels up for a Jabiru Adventure to Patti's 1880's Settlement at Grand Rivers, Kentucky." Sound like fun? You can join them! Call 800-Jabiru1 for info. *** Some folks have seen that plenty of Rotax seminars are offered in addition to video lectures but they've seen less of such offerings for Jabiru... the second most common brand on Light-Sport Aircraft. The truth is, the easygoing folks at Jabiru USA regularly hold full engine seminars. The upcoming editions of these training sessions occurs over September 10-12 and again over November 19-21, 2010. If you are an aviation mechanic, you can increase your business by getting trained on these powerplants. A pilot who wishes to do his or her own maintenance (when permitted by FAA regs) or any pilot who simply want to better understand these popular engines from Australia is encouraged take the course. Info is available from the number above or by emailing Jabiru or at this website.

I am not aware of any other airplane company on Earth that builds both airframes and powerplants. Jabiru does. The Australian company has been doing this for years and has supplied approximately 2,000 airframes and more than 6,000 engines to the light aircraft market, according to Jabiru USA boss, Pete Krotje. That’s cool, but if you want to learn more about each, where do you go? One place — this coming weekend — is the Jabiru Jamboree. *** On Friday June 11, 2010, open house and factory tours start at 1 PM with an engine maintenance session at 3 PM followed by a cook-out at 5 PM. On Saturday, the day is full of seminars on Jabiru engines and airframes in the morning with avionics, firewall-forward issues (wiring, cooling), and engine tuning in the afternoon. On Sunday, Jabiru plans, “Wheels up for a Jabiru Adventure to Patti’s 1880’s Settlement at Grand Rivers, Kentucky.” Sound like fun?

Price Cuts! -- Among good values being offered are great deals from Flight Design and Jabiru. Come to Sun 'n Fun, find them in the LSA Mall, and see if you find your magic price.

After a tough winter in most parts of the USA, spring evidently arrived early with 80-degree temperatures as far north as Minnesota... all before Sun 'n Fun. More good news: After its coldest winter since the early 1980s Florida is extremely pleasant now, warm with low humidity. *** Indications are the economy continues bearing down on Light-Sport aviation. Confronted with cautious customers, some aircraft producers have tightened their costs and are offering sharply lower prices in time for Sun 'n Fun. *** Flight Design announced its CTLS Lite, which makes two impressive accomplishments. By slightly trimming the equipment list and making other adjustments, the market leader was able to slice $20,000 off the price, coming in at $119,800. They also cut a most impressive 50 pounds from the empty weight. *** Jabiru USA offers two models discounted for a short time. Taking $11,000 off the price of their J-170 brings the base to $85,900. With some nice equipment, it remains less than $95,000. The company's more spacious J-230 is being offered for $97,900 base and pretty well equipped for $105,000. *** All these numbers can be made more affordable through partnering or finance, both of which have good support. *** Other observed bargains: SeaMax, a well-equipped, performance amphibian for $140,000 range; Aerotrek, still holding a line below $70,000 for their handsome A220/A240; the RANS S-6LS is a value at $63,000; SeaRey kits offer the lowest amphib cost among LSA; and a low-price leader is the X-Air LS for $59,995. *** I'm also sure I left out someone deserving, so come to Sun 'n Fun and find the deal for you. I've not seen a better time to buy an LSA.

After a tough winter in most parts of the USA, spring evidently arrived early with 80-degree temperatures as far north as Minnesota… all before Sun ‘n Fun. More good news: After its coldest winter since the early 1980s Florida is extremely pleasant now, warm with low humidity. *** Indications are the economy continues bearing down on Light-Sport aviation. Confronted with cautious customers, some aircraft producers have tightened their costs and are offering sharply lower prices in time for Sun ‘n Fun. *** Flight Design announced its CTLS Lite, which makes two impressive accomplishments. By slightly trimming the equipment list and making other adjustments, the market leader was able to slice $20,000 off the price, coming in at $119,800. They also cut a most impressive 50 pounds from the empty weight. *** Jabiru USA offers two models discounted for a short time. Taking $11,000 off the price of their J-170 brings the base to $85,900.

In the upcoming Learn To Fly issue of dead tree Plane and Pilot, I wrote an overview article covering the Sport Pilot license. *** Helping me out with some valuable insights was Jim Sweeney, well-known ultralight/Light Sport teacher/expert who really knows his FAA regs. *** One comment Jim made: FBOs have been slow to embrace LSA flight training for a variety of reasons, including reticence to invest in aircraft and training aids for fears the movement would wither on the vine like the Recreational license. *** So I was happy to have Jim note this year's increase in LSA training nationwide. *** In that vein, Kandace McCoy, in an unusually accurate (for the media) story in the Mt. Vernon News-Register, brought good Christmas tidings for midwesterners: the opening of Southern Illinois LSA Flight Academy, a new school two years in the making that will operate out of Mt. Vernon, IL's Outland Airport. *** The Academy, run by SRT Aviation, offers comprehensive LSA training. SRT prez Rich Carney is quoted as saying the school has four flight instructors and several students lined up. *** Local officials hold up the new school as a sign of the airport's progressive vision of aviation innovation and economic benefit (local motels, restaurants, car rentals etc.) *** A spanking new Jabiru J230 with all-glass cockpit, XM satellite weather, traffic collision avoidance and autopilot will carry the training duties. *** The Academy is even spreading the word in a Trade-a-Plane online ad quoting $3325.98 for a Prepaid Light Sport Pilot Package. (Where do you think that $.98 comes in?) *** We wish the new school and all LSA training operations the best of success in 2010! *** ---photo courtesy Jabiru USA

In the upcoming Learn To Fly issue of dead tree Plane and Pilot, I wrote an overview article covering the Sport Pilot license. *** Helping me out with some valuable insights was Jim Sweeney, well-known ultralight/Light Sport teacher/expert who really knows his FAA regs. *** One comment Jim made: FBOs have been slow to embrace LSA flight training for a variety of reasons, including reticence to invest in aircraft and training aids for fears the movement would wither on the vine like the Recreational license. *** So I was happy to have Jim note this year’s increase in LSA training nationwide. *** In that vein, Kandace McCoy, in an unusually accurate (for the media) story in the Mt. Vernon News-Register, brought good Christmas tidings for midwesterners: the opening of Southern Illinois LSA Flight Academy, a new school two years in the making that will operate out of Mt.

Viewed from the LSA Mall, AirVenture 2009 was much more than the summer's big celebration of flight. Several important events tell a story of growing acceptance of LSA. Here's a short list: LAMA hosted a meeting of G10 (the 10 largest LSA producers) and another of G5, while paying visits to every LAMA member in attendance. *** At the G10 meeting and again at LAMA's press conference, Avemco president Jim Lauerman detailed his company's support (in writing) for LAMA's audit activities. His expressions were corroborated by Falcon Insurance VP Bob Mackey. *** Earl Lawrence, VP of government relations for EAA, brought brand new FAA administrator Randy Babbitt to the LSA Mall, where he met with presidents of LSA companies: Flight Design, Tecnam, Remos, and IndUS. *** At AOPA's invitation, LAMA arranged a meeting for several LSA industry leaders with new AOPA president Craig Fuller. *** EAA Radio broadcast from the LSA Mall interviewing top producers from American Legend, Jabiru, among other industry leaders. *** Of course, for tens of thousands of visitors, the LSA Mall was mainly the place to find shiny new Special Light-Sport Aircraft including all the top selling models. And with the LSA Mall as an "anchor tenant" of the new AirVenture display area, other suppliers also took space in what is shaping up as the (unofficial-for-now) LSA Area. Thanks to confirmation from EAA leadership, who now view the LSA Mall as a "destination," visitors to EAA's 2010 event should again find the latest and greatest Light-Sport Aircraft in convenient proximity.

Viewed from the LSA Mall, AirVenture 2009 was much more than the summer’s big celebration of flight. Several important events tell a story of growing acceptance of LSA. Here’s a short list: LAMA hosted a meeting of G10 (the 10 largest LSA producers) and another of G5, while paying visits to every LAMA member in attendance. *** At the G10 meeting and again at LAMA’s press conference, Avemco president Jim Lauerman detailed his company’s support (in writing) for LAMA’s audit activities. His expressions were corroborated by Falcon Insurance VP Bob Mackey. *** Earl Lawrence, VP of government relations for EAA, brought brand new FAA administrator Randy Babbitt to the LSA Mall, where he met with presidents of LSA companies: Flight Design, Tecnam, Remos, and IndUS. *** At AOPA’s invitation, LAMA arranged a meeting for several LSA industry leaders with new AOPA president Craig Fuller.

DESIGN TEAM - Pete Krotje (left) and Nick Otterback are two of the main team members creating Jabiru USA aircraft. The Jabiru designs originated in Australia, but the team achieved a highly desirable aircraft of their own with the Lightning, sold in kit form by another company, Arion Aircraft.

MODERN DESIGN - Though the Jabiru has been around for many years, the J170 has a modern look, thanks partly to its sporty (and effective, they say) winglets.

SMOOTH GLASS - Using all-composite construction, the J170 and its sibling J250 are smoothly contoured models that perform well.

SQUARE TAIL - Some have called Jabiru's tail design "boxy," but I found no fault in the handling or tail effectiveness. The J170 should make an excellent trainer.

TENNESSEE-BUILT - Jabiru USA moved from Wisconsin to Shelbyville, Tennessee, where they have an active plant quartered in two large hangars.

LASTING INTERIOR - The J170 comes nicely equipped for its base price of $85,000 and uses an interior finish that is simple, but comfortable. It also cleans well, says the factory.

BUSY BUILDERS - Jabiru USA uses space in two large hangars to produce J250's and J170's according to ASTM standards. The company also gained approval for the Calypso model.

CENTRAL CONTROLS - Clustering most controls at the center between the occupants make them accessible. The long, thin trim lever is available on both sides of the control console.

BAGGAGE AREA - If you have the payload available, the J170 offers a generous space for gear that you can reach in flight.

REMOVABLE SEATS - You can simply remove the special foam seats for easier cleaning of J170's hard surface or carpeted interior. Shoulder belts are standard.

The Jabiru airplanes from Shelbyville, Tennessee-based Jabiru USA are funny airplanes. I don't mean funny like a joke and I don't mean the name sounds funny, though it may to those unfamiliar with the Australian brand. The Jabiru models are funny because from a distance they look rather small and they don't seem to get bigger the closer you get to them.
Despite the illusion, the three Jabiru models that have earned their Special Light-Sport Aircraft (SLSA) credentials are actually quite roomy inside, even for larger American pilots. The J250 is better described as cavernous; it has perhaps the largest interior dimension of any SLSA.
The J170 is smaller, but certainly spacious enough for most occupants. A 45-inch-wide cabin is 5.5 inches wider than a Cessna 172 and it has headroom enough for all but the tallest pilots.
Based on the 2-seat Aussie kit, the J170 is aimed at flight schools. While it should please them with low purchase cost, low operating costs and plenty of onboard fuel, these same qualities endear the smaller Jabiru SLSA to recreational pilots of all stripes. Indeed, most pilots end up choosing the larger and somewhat more expensive J250. By a 4:1 ratio FAA registrations favor the J250 over the J170. But that may simply be the response from pilots itching for an aircraft like the roomy and speedy J250 and not enough promotion of the J170 to the flight school market. The also-small Calypso model won SLSA certification, but Jabiru USA is presently focused on the J250 and the J170.
Of interest to Light Sport and Ultralight Flying readers is the background of Pete Krotje and his team at Jabiru USA. Before getting involved with the fiberglass design from Australia and subsequently entering the great light sport aircraft race, Krotje was a Titan Aircraft dealer. He's followed the new paradigm in light aircraft but at heart, Krotje remains an ultralight enthusiast.
Creating J170 for the U.S.
According to the J170 Australian designers, "It was developed with the flying schools in hotter climates in mind." They took their existing - and slightly smaller J160 - and installed the longer wings of the J230 and added a bigger elevator. "The longer wings allow it to climb faster in hot conditions and provide more float on landing, which is helpful when learning to land," states Jabiru Australia.
Just as we went to press with this article, Krotje informed me of further changes. The J170's weight has been increased to 1,320 pounds, from 1,200 as I flew it. Krotje wrote, "Jabiru Australia has just increased the gross weight to 1,320 pounds as a result of some intensive testing for the JAR VLA version of the J170 and the Australian LSA version (J170C). They used some very sophisticated testing equipment accurate to 0.7 knots and were able to prove to everyone's satisfaction that the clean stall at gross of the 1,320-pound version was indeed 45 knots."
He added that the other change was to increase the aileron size to the same aileron as used on the J230. The J170 I flew had the J230 wing, but the J160 ailerons. Using the complete J230 wing gives better aileron response, Krotje reports, but also reduces the parts inventory needed, as the J230 wing and J170 wing are now identical. "Both were designed for a 1,540-pound gross weight aircraft," Krotje says.
I give talks to audiences seeking more information on Light-Sport Aircraft, and I have often said that I believe Jabiru is the only aviation producer in the world that makes both the airframe and engine. No one has ever corrected me so I'm keeping to that story.
The fact for Light Sport and Ultralight Flying readers is that Jabiru USA's smaller J170 may meet the need of ultralight pilots seeking to move up the aircraft "food chain" just as the model also can exceed expectations of pilots stepping down from C-172s or Pipers. For both, it's something of a new brand though ultralighters know Jabiru has been around America long enough to have developed a following.
This Australian airplane is built differently than LSA's coming from Europe. Most European imports are fully assembled and broken down for container shipments. In Shelbyville, Tennessee - where the company moved a couple of years ago from near Oshkosh, Wisconsin - Jabiru USA is the manufacturer of record. They buy major components from Jabiru Australia, assemble them, and do all the fiberglass work and bonding. The parts Jabiru USA receives are proper and ready for such an American assembly line. "In Australia, all component parts are made the same whether they're going on a certified airplane in some country or a kit in another," says Krotje. Therefore, like U.S. producers of all kinds of goods, Jabiru USA buys parts - some of them from overseas - and integrates them here in the USA to make a finished product.
Effectively then, the J170 is a U.S.-manufactured aircraft. "It's not the same as RANS," Krotje says, explaining that RANS makes all their own components. Even though companies like Boeing or General Motors use parts made in other countries, everyone considers them American manufacturers. The key phrase, coined more than decade ago, is "domestic content," relating how much of the final product is fabricated here in America. In Jabiru USA's case, this is obviously more than 51% since the Jabiru models can also qualify as Experimental amateur-built aircraft.
Jabiru USA must do all the continuous safety monitoring required by ASTM standards when normally the original component manufacturer would do that. And the U.S. operation must audit Jabiru Australia as a supplier of their U.S.-based production. They do so by looking at the CASA (Australian government's equivalent to the Federal Aviation Administration) audit of the business.
Jabiru Australia does not prefer to fully build, as they
don't see how they can do the continuous safety monitoring specified by the ASTM standards. And, like most non-U.S. producers they are fearful of America's legendary litigiousness. Plus shipping fully built planes from distant Australia would present other challenges for U.S. sales, among them increased cost.
The J170 I had the pleasure to fly at their Tennessee factory was therefore a U.S.-built airplane based on an Australian design and airframe components. Many items are added from non-Australian sources.
Getting Inside the J170
Getting into the J170 proved to be easy as the doors open widely and the struts present no obstacle. You turn around, sit down, and draw your legs inside. Reaching the wide opening door can offer a challenge at times, but entry is among the easiest in the LSA world. Some have also criticized the door fit, but Krotje assures me work is proceeding to improve fit and finish.
After entry I noticed this J170 was basically but more than adequately fitted with avionics. Jabiru USA's N582J (no, it doesn't have a Rotax 582 installed) had a Grand Rapids Technologies EFIS system plus that company's electronic engine monitoring system. The little Jabiru therefore had an all-glass cockpit with only an analog airspeed indicator as a token round gauge
A throttle control is available on either outside edge of the cockpit with a single joystick in the middle. Instructors will certainly appreciate the dual throttle and it's convenient to use. I used the fiberglass doorsill as an arm support while fine-tuning my throttle settings.
Perhaps half of the interior is a hard-surface cabin interior. Since you can use easily removed seat covers, cleaning up regularly would be simple. The baggage area is mostly carpeted, which you'll have to vacuum periodically, but it helps quiet the interior.
I've flown the Jabiru engines in several other aircraft brands and firing them up has always been a simple experience for me. I've discovered many general aviation pilots prefer this engine to Rotax, as it sounds closer to their experience and because the tachometer readings seem more ordinary compared to the much higher-revving Rotax 912 series.
The J170's rudder steering on the ground is a direct linkage and that accounts for you having to do all the work. The lighter J170 seemed more comfortable during taxi than I recall with the J250 (though that was an early SLSA model). Rudder pedal movements required some muscle and the turn radius seemed wide enough that tight maneuvering on airport ramps will require a bit more planning.
The Shelbyville airport had some airplane movements on the beautiful day we flew, one of them a corporate jet, but soon we had the long north-south strip to ourselves. As with several Jabiru USA or Arion Aircraft airplanes, I again flew with Nick Otterback, a young and very talented pilot.
Otterback let me have the J170 after he broadcast our intentions on Unicom. I advanced the throttle on the 4-cylinder 85-hp Jabiru 2200. Rotation came quickly at about 45 mph and we were off and running. A few center stripes down the runway, perhaps 500 feet or so, found us in the air and climbing about 600 to 700 fpm. It was a warm, humid day in early May and this is the smaller Jabiru powerplant, but climb certainly matched or exceeded that of many general aviation trainers.
Light Handling, Yet Steady
I love to repeat this story: EAA conducted a photo shoot from their specially modified Cessna. Their team has done this hundreds of times and has the art of formation photo flying down to a science. In photographing the J250, which shares flight characteristics with the J170, Ben and Nick from Jabiru USA were radioed by EAA's photographer to assume a 30° bank and "just orbit." The plan was for the faster photo plane to fly around them and shoot the desired views. A few
minutes into this exercise, the two J250 pilots received another message: "Would you please put your hands on the joystick so it looks like you're actually flying?"
My own experience performing steep turns in the J250 brought a similar feeling. The J170 can consistently hold bank with almost no input, assuming you had trimmed it well. The 2-seat Jabiru displayed straightforward handling characteristics at maximum speeds or, as I found out later, in slow flight.
"Large ailerons and winglets give excellent crosswind handling performance," say the Australian designers. And now, those ailerons will get a little larger, increasing their authority. J170 ailerons self-center with aerodynamic loads, although return springs help center rudder pedals. A mass-balanced elevator provided aerodynamic stability as well as light forces.
Slow flight was comfortable at 45 to 48 mph, according to the Grand Rapids EFIS and, on the other end, maximum speeds approached the 120-knot (138 mph) limit for light sport aircraft; the glass instrument said 112 knots (129 mph) when I tried to approximate 75% power. Vne is 144 mph in the J170. All the Jabiru airplanes share a speedy attitude.
Students and recreational pilots will enjoy the Jabiru engine's use of a pressure-compensating carburetor with automatic mixture control. "This gives us a simple 'single lever' power control," says Otterback. Thanks to good carburetor control, "the Jabiru engines are flying at higher power settings while using the same or less fuel," adds Krotje.
At a 112-knot (129 mph) cruise speed in the J170, the 2-seater proved to be very smooth and controllable. The smaller plane may not often be used for long cross-country flights, but it could certainly accomplish them satisfyingly. The J170 should also prove free of surprises en route, another good flight school quality.
"This J170 aircraft - as with all Jabiru aircraft - has successfully completed the FAA FAR Part 23 testing requirements including a full spin matrix, complete static, dynamic, asymmetrical loadings, and loaded drop testing," says Krotje.
Jabiru J170 More "Affordable"
Krotje is pleased to say that the Jabiru airframe design has proven itself over hundreds of thousands of flight hours with the two highest time airframes exceeding 8,000 hours, and dozens with more than 4,500 hours. The Australian company's airplanes are flying all over the world and much of this flying has been in flight schools with the extra rigor of training student pilots who may make firm landings. Krotje says the flight training application illustrates the design's reliability, predictability, durability, and longevity.
Blazing the LSA trail for Jabiru USA is the J250. It's also the price leader for Jabiru USA at $96,900, which will be your base price if you want the extra room or extra power of the J250.
With a smaller airplane with the spirited, more modest 85-hp Jabiru 2200, you can save $12,000, a pretty good chunk for essentially the same airplane. The $84,900 price includes a Sensenich wood prop, stainless exhaust, electric flaps, hydraulic brakes, upholstered interior, map pockets, embroidered sound curtain, basic analog instruments (ASI, VSI, altimeter, compass, slip/skid), EIS digital engine monitor, Garmintransceiver, intercom, ELT, and a power plug. For some, this is plenty. Others want options.
Add a transponder (Garmin GTX327 for $3,185), navigation and strobe lights ($800), landing light ($195), TruTrak Digiflight II G 2-axis autopilot ($6,525), leather seats ($950), and Sensenich carbon fiber ground- adjustable prop ($1,150). Get the transponder plus the Grand Rapids Horizon Sport EFIS, internal GPS, and Garmin SL40 transceiver for $7,995.
With kits still available and a related airplane company, Arion Aircraft selling the Lightning, and their national support and sales of the Jabiru engine line, Jabiru USA offers lots of depth to their airplane portfolio. And the entire line is essentially made in the USA.
Jabiru USA displays at most of the major and some minor airshows. Come take a demo flight in the several aircraft of Jabiru USA to see if this interesting set of designs is right for your flying enjoyment. Yes, they may have a funny name, but they're certainly fun in the air.

Design

Pros - Smooth, all composite construction and winglets give the J170 a modern appearance. Though the J170 identifier may be new to Americans, it is based on the Australian company's 2-seater sold for many years. Only company I know producing both airframes and engines. Well-established brand.

Cons - Most pilots choose the J250 over the J170 perhaps because it is roomier and more powerful, or possibly because the J170 hasn't been promoted enough to flight schools. Since pilots seem to prefer more to less power, the 85-hp 2200 Jabiru engine may curtail resale value.

Systems

Pros - Though a simpler, less costly model, the J170 has all the usual SLSA features: flaps, trim, electric start, and strong hydraulic hand-lever brakes with parking brake feature. Trim lever available on both sides of console, easier to reach and control finely. Fuel at 35 gallons is generous.

Cons - The test J170 had no panel-mounted position indicator for flaps (though an LED flap indicator has since been added as standard). Some pilots prefer foot-operated to handbrakes. Like most LSA's, the J170 hides its engine under a cowling, making inspections more difficult and repairs more time-consuming.

Cockpit/Cabin

Pros - A high wing, wide-opening doors and a centrally located joystick make the J170 among the easiest-to-enter aircraft I've evaluated. Adequate panel space for additional instruments/radios. Choke and cabin heat controls in center panel. Arm support for joystick. Good baggage space.

Cons - The center-located joystick is great for left-seat pilots but might present challenges for new right-seat positioned students. Cabin may be a little tight if both occupants are large; center console takes up hip room. Seats lack much padding or shape for longer flights.

Ground Handling

Pros - Good steering precision. Good ground clearance and springy enough gear to handle off-field landings. High-wing designs are good for ground clearance while taxiing, even at unimproved strips. Hydraulic brakes were quite effective. Controls were light on the ground for quartering control.

Cons - Hand brake adds no directional capability; turn radius not as tight as toe brake designs or taildraggers. Like most high-wing designs, the J170 prevents upward viewing for pretakeoff traffic. Rudder pedals are very small; your foot can slip off them. Using your hand for brakes offers less power than legs.

Cons - Visibility above is limited. Compared to some other LSA, the J170 runs a bit long on takeoff and its glide can make for longer rollouts (though good speed control still permits using short runways. Crosswinds limited to 14 knots (16 mph), a bit conservative.

Control

Pros - Pleasant, light controls with crisp but not sudden response; very good qualities for a trainer. Holds turns very well with little input and not much addition of power, even for steep turns. Good control authority throughout speed range, even when very slow.

Cons - Climb rate at 700 fpm is fine but weaker than numerous other LSA. Payload at full fuel was only 352 pounds on the test J170, a bit low among LSA (though this was raised to 472 pounds at the new gross of 1,320 pounds). Not the very fastest LSA (though its speeds may be about perfect for ultralight enthusiasts).

Stability

Pros - Using full flaps, the J170 flies to 38 knots (44 mph) before a very mild stall. Qualities in all stalls performed was very modest, hardly a nose-over and no wing drop. Good cross-country cruiser as it holds position well without much pilot input. Longitudinal stability check was positive, as was power response.

Cons - Some adverse yaw (as expected) causes a need for coordinated use of controls. No spins attempted; parachute not fitted, not offered as optional.

Overall

Addresses the questions: "Will a buyer get what he/she expects to buy, and did the designer/builder achieve the chosen goal?"

Cons - Flight schools may not like the center-mounted joystick or the hand brake (though they might like each after some familiarization). At $85,000, the J170 isn't low cost. No quick breakdown or folding wings. Some has criticized door fit and interior quality. Simple, hard-surface interior.

The Jabiru airplanes from Shelbyville, Tennessee-based Jabiru USA are funny airplanes. I don’t mean funny like a joke and I don’t mean the name sounds funny, though it may to those unfamiliar with the Australian brand. The Jabiru models are funny because from a distance they look rather small and they don’t seem to get bigger the closer you get to them.
Despite the illusion, the three Jabiru models that have earned their Special Light-Sport Aircraft (SLSA) credentials are actually quite roomy inside, even for larger American pilots. The J250 is better described as cavernous; it has perhaps the largest interior dimension of any SLSA.
The J170 is smaller, but certainly spacious enough for most occupants. A 45-inch-wide cabin is 5.5 inches wider than a Cessna 172 and it has headroom enough for all but the tallest pilots.
Based on the 2-seat Aussie kit, the J170 is aimed at flight schools.

We still cannot count weight shift or powered parachutes as those database figures remain suspect. Though sales are off about 20%, pilots still want to fly and LSA still offer excellent value. I predict pent-up demand will balloon sales once customers perceive the economy to be improving.

With one month to go (and it's hard to imagine a big December), we have figures to report for this most extraordinary year. We're all (painfully) aware of the economic predicament, but how has this impacted light-sport aviation? Here's my observations. *** In 11 months, the industry has increased fleet size by 35% to 1,510 fixed wing airplanes from 1,118 on January 1st. Annualizing the numbers, all airplane LSA should register 427 airplanes, which equates to about 35 aircraft per month, which means sales were about 20% off the monthly pace recorded since early 2006. *** Flight Design held its top spot and again delivered the most, but just barely. Remos has been the rising star of 2008 with a 147% increase over their total on January 1st. Tecnam became only the third company to pass 100 units registered. Other solid gains were logged by Czech Aircraft Works (up 69% in the year); Jabiru (up 53%); FPNA (up 55%, though from a lower number, which makes larger percentage gains easier); Aeropro (up 52%). *** In raw numbers, Flight Design lead, registering 56 in 11 months, Remos had 50, Tecnam had 36, Czech Aircraft Works had 31, Jabiru had 29, and American Legend had 24.

With one month to go (and it’s hard to imagine a big December), we have figures to report for this most extraordinary year. We’re all (painfully) aware of the economic predicament, but how has this impacted light-sport aviation? Here’s my observations. *** In 11 months, the industry has increased fleet size by 35% to 1,510 fixed wing airplanes from 1,118 on January 1st. Annualizing the numbers, all airplane LSA should register 427 airplanes, which equates to about 35 aircraft per month, which means sales were about 20% off the monthly pace recorded since early 2006. *** Flight Design held its top spot and again delivered the most, but just barely. Remos has been the rising star of 2008 with a 147% increase over their total on January 1st. Tecnam became only the third company to pass 100 units registered. Other solid gains were logged by Czech Aircraft Works (up 69% in the year); Jabiru (up 53%); FPNA (up 55%, though from a lower number, which makes larger percentage gains easier); Aeropro (up 52%).

Here come the American engines! Rotax 912s from Austria presently dominate the LSA market with an estimated 70% of installations. Australia's Jabiru with two engines (85-hp 2200 and 120-hp 3300) has another estimated 15%, leaving the U.S.-built Continental O-200 with about 15%. *** The Lycoming O-235 has been used (in Falcon LS and an RV-9 ELSA) but never LSA optimized. At Oshkosh '08, the Pennsylvania company announced development of their IO-233 aimed specifically at LSA. At its heart, the new engine is an O-235, but it's been equipped with electronic ignition, fuel injection in lieu of carburetors, and smaller jugs. "We shaved 40 pounds with thinner induction pipes and a less bulky flywheel, among other changes," said Mike Kraft, Lycoming's VP of engineering." The IO-233 can produce 100 horsepower at 2400 rpm and 116 horsepower at 2700 rpm. *** Despite the weight reductions, the new Lycoming will be significantly heavier than a Rotax 912, perhaps a third more (installed weight can vary due to a variety of factors -- see photo legend). However, the Lycoming has a 2400-hour TBO, much longer than Rotax's 1500 hours. Kraft said the IO-233 will run on high-octane mogas or 100LL. The company expects to meet ASTM standards but is still looking at Part 33 approval. No price was announced.

Here come the American engines! Rotax 912s from Austria presently dominate the LSA market with an estimated 70% of installations. Australia’s Jabiru with two engines (85-hp 2200 and 120-hp 3300) has another estimated 15%, leaving the U.S.-built Continental O-200 with about 15%. *** The Lycoming O-235 has been used (in Falcon LS and an RV-9 ELSA) but never LSA optimized. At Oshkosh ’08, the Pennsylvania company announced development of their IO-233 aimed specifically at LSA. At its heart, the new engine is an O-235, but it’s been equipped with electronic ignition, fuel injection in lieu of carburetors, and smaller jugs. “We shaved 40 pounds with thinner induction pipes and a less bulky flywheel, among other changes,” said Mike Kraft, Lycoming’s VP of engineering.” The IO-233 can produce 100 horsepower at 2400 rpm and 116 horsepower at 2700 rpm.

In the first four months of the year, we've seen a few climbers: Czech Aircraft Works and Remos improved their rank the most: Highest 2008 sales were (in order): Flight Design, CZAW, Remos, Jabiru, Tecnam, and Legend.

I can identify four factors in the economy presently affecting airplane sales: Potential customers (often with plenty of assets or creditworthiness) see the value of their stock portfolio going up and down like a roller coaster; worry over their once-soaring real estate, now down markedly in some areas; witness the continuing rise of the euro-dollar exchange rate, bringing much higher prices for many LSA; and, fret over a climate of political uncertainty during another election cycle. *** Perhaps due to these factors GA single engine piston sales are off 28% compared to the same period last year, according to GAMA. LSA sales are off 30% compared to trends six months to a year ago. *** Jet and turbine aircraft sales are up, but 2008 deliveries of those aircraft stem from orders taken 2-3 years ago. Contrarily, personal and sport aircraft sales react quickly to the slightest perception of economic shakiness. *** Despite that we have some bright spots. Large ad expenditures paid off with a good advance for Remos. The Flight Design machine drives on as it always has and Czech Aircraft Works is experiencing healthy registrations. Jabiru continues to grow steadily and Urban Air's Lambada has made the top 20 for the first time. Hopefully, the last eight months of the year will offset the slow start in '08.

I can identify four factors in the economy presently affecting airplane sales: Potential customers (often with plenty of assets or creditworthiness) see the value of their stock portfolio going up and down like a roller coaster; worry over their once-soaring real estate, now down markedly in some areas; witness the continuing rise of the euro-dollar exchange rate, bringing much higher prices for many LSA; and, fret over a climate of political uncertainty during another election cycle. *** Perhaps due to these factors GA single engine piston sales are off 28% compared to the same period last year, according to GAMA. LSA sales are off 30% compared to trends six months to a year ago. *** Jet and turbine aircraft sales are up, but 2008 deliveries of those aircraft stem from orders taken 2-3 years ago. Contrarily, personal and sport aircraft sales react quickly to the slightest perception of economic shakiness. *** Despite that we have some bright spots.

If you missed the Sun 'n Fun LSA Mall in 2008, please accept an invitation for April 21-26, 2009.

Sun 'n Fun 2008 is history, but planning is already underway for the 2009 event. Event boss John Burton confirmed we will again have the LAMA-hosted LSA Mall right at the front gate next April 21-26. A major success at this year's Lakeland, Florida airshow, the industry Mall presentation featured 17 Special Light-Sport Aircraft. Weather prevented Fantasy Air's Allegro from attending. Two days before the event, a tornado crushed a Sting S3 planned for display. And work at Quicksilver Manufacturing postponed the exhibit of the GT500 (they're finishing SLSA approval, reports national sales manager, Todd Ellefson). *** The 17 who were in the '08 LSA Mall enjoyed significant traffic all week and virtually every visitor to Sun 'n Fun was at least exposed to Light-Sport Aircraft in a wide variety (although we were not able to enlist any trike or powered parachute companies). Aircraft shown were: Flight Design CTLS, AirMax SeaMax, Jabiru USA J-250, IndUS Thorpedo, CubCrafters Sport Cub, FP&A A-22 Valor, Sportsplanes.com Breezer II, Just Aircraft Highlander on floats, Lambada motorglider, Gobosh G-700S, Remos G-3, CZAW SportCruiser, Legend Cub, AMD Patriot and CH-601, Evektor SportStar, and Paradise P-1. *** Joining LAMA inside the big welcome tent were Rotax and Jabiru LSA engines, BRS emergency parachutes, AirFleet Capital (LSA financing), and ASA training resources featuring Paul Hamilton (who also made a special 30-minute DVD of LSA flying in scenic locations). LAMA plus tens of thousands of visitors thank all who participated!

Sun ‘n Fun 2008 is history, but planning is already underway for the 2009 event. Event boss John Burton confirmed we will again have the LAMA-hosted LSA Mall right at the front gate next April 21-26. A major success at this year’s Lakeland, Florida airshow, the industry Mall presentation featured 17 Special Light-Sport Aircraft. Weather prevented Fantasy Air’s Allegro from attending. Two days before the event, a tornado crushed a Sting S3 planned for display. And work at Quicksilver Manufacturing postponed the exhibit of the GT500 (they’re finishing SLSA approval, reports national sales manager, Todd Ellefson). *** The 17 who were in the ’08 LSA Mall enjoyed significant traffic all week and virtually every visitor to Sun ‘n Fun was at least exposed to Light-Sport Aircraft in a wide variety (although we were not able to enlist any trike or powered parachute companies).

Jabiru USA's new J230-SP has the same cavernous three-door cabin as the J250 (top) but has a higher aspect wing fitted with winglets that cruises efficiently at altitude. Panels can be full glass. More info?

SEBRING 2008 UPDATE -- Like rapid fire, approvals and preparations for the Sebring Expo are coming quickly. In less than a month before Sebring we've seen approval of the SeaMax amphib; Rans' all metal S-19; the super-wide S-Wing; all-new Flight Design CTLS; composite Dynamic WT9; long-gliding Lamabada, and many upgrades to the Thorpedo 120LP and 85LP. Now, welcome the fourth Jabiru: J230-SP. *** Good for flight schools, Jabiru USA president Pete Krotje added, "It's ideal for those longer cross country trips." J230-SP has achieved European JAR/VLA certification and Pete elaborated that J230 is one of the most tested LSA in the world because it passed all of the FAR Part 23 testing for strength, stability, and spin recovery. It has been drop tested from five feet at its design gross weight of 1,540 pounds with no serious damage. When operated at a gross weight of 1,320 pounds, design strength is reported to exceed ASTM standards by a good margin. *** Looking similar to the J250 (photo) J230-SP differs only in a wing design that employs a 105 square foot wing with winglets. "These winglets seem to give an effective increase in wing area that really helps low speed performance," said Krotje.

SEBRING 2008 UPDATE — Like rapid fire, approvals and preparations for the Sebring Expo are coming quickly. In less than a month before Sebring we’ve seen approval of the SeaMax amphib; Rans’ all metal S-19; the super-wide S-Wing; all-new Flight Design CTLS; composite Dynamic WT9; long-gliding Lamabada, and many upgrades to the Thorpedo 120LP and 85LP. Now, welcome the fourth Jabiru: J230-SP. *** Good for flight schools, Jabiru USA president Pete Krotje added, “It’s ideal for those longer cross country trips.” J230-SP has achieved European JAR/VLA certification and Pete elaborated that J230 is one of the most tested LSA in the world because it passed all of the FAR Part 23 testing for strength, stability, and spin recovery. It has been drop tested from five feet at its design gross weight of 1,540 pounds with no serious damage. When operated at a gross weight of 1,320 pounds, design strength is reported to exceed ASTM standards by a good margin.

Thanks again to Jan Fridrich of the Czech Light Airplane Association for compiling the information shown in this chart. With weight shift (4 builders of 6 models) and powered parachutes (5 brands/models), total SLSA registrations hit 1,270 aircraft, exactly double the count at the start of the year.

October 2007 brought another top finish for Jabiru USA. FAA registrations of J-250 and J-170 led the industry for the second consecutive month contributing to their rise in the ranks. Czech Aircraft Works logged a good increase and moved up in the chart. And, CubCrafters continued their steady climb. *** In a fresh look, this month's chart has more information. Included are the top 20 brands, counting all models by those companies (four manufacturers have multiple certifications). In addition to percentages, this month we also show the number of airplanes registered with FAA. But remember, FAA registrations do not precisely equal deliveries. Finally, due to questions about how their numbers are counted, we omitted weight shift and powered parachute LSA. *** A few observations may add to your own study of this chart. Cub replicas or redesigns from three companies added together would convincingly occupy the #2 slot with 181 registered. Little yellow taildraggers obviously have lots of appeal. And the SkyBoy and Allegro are represented by a related group. Were these two joined, they'd take the #3 spot with 95 total registrations. Finally, high wing designs account for 70% (714 of 1,023) while low wings (and a couple "shoulder wing" designs) take the remaining 30% of registrations.

October 2007 brought another top finish for Jabiru USA. FAA registrations of J-250 and J-170 led the industry for the second consecutive month contributing to their rise in the ranks. Czech Aircraft Works logged a good increase and moved up in the chart. And, CubCrafters continued their steady climb. *** In a fresh look, this month’s chart has more information. Included are the top 20 brands, counting all models by those companies (four manufacturers have multiple certifications). In addition to percentages, this month we also show the number of airplanes registered with FAA. But remember, FAA registrations do not precisely equal deliveries. Finally, due to questions about how their numbers are counted, we omitted weight shift and powered parachute LSA. *** A few observations may add to your own study of this chart. Cub replicas or redesigns from three companies added together would convincingly occupy the #2 slot with 181 registered.

Jabiru USA has three certified models including Calypso SP, but they are concentrating on J-250 and J-170. Their Shelbyville, Tennessee factory was alive with activity when I visited after Sun 'n Fun 2007.

In September, as the Cessna Skycatcher's wave of orders soaked up funds that might have gone to other SLSA, Jabiru logged the most FAA registrations -- 6 more J-250s, bringing the company to 44 units delivered and placing the model 9th overall among fixed wing airplanes. In second place, CT, CH-601XL, and Skyboy each added three registered units. Though the month was slower than usual for fixed wings, weight-shift added another strong month with 19 registrations (though some are wondering if these trikes are all SLSA or include ELSA conversions; we're researching this). Combined, trikes and powered parachutes added 25 aircraft to the FAA registry while fixed wings added 27 for a total of 52 new SLSA. *** Jabiru USA has moved steadily up the market share chart. As the only aircraft company I know supplying both airframe and engine, Jabiru USA advanced steadily into the Top Ten of SLSA providers in the USA. A sister company, Arion, also designed and offers their impressive and Sport Pilot-eligible Lightning in kit form.

In September, as the Cessna Skycatcher’s wave of orders soaked up funds that might have gone to other SLSA, Jabiru logged the most FAA registrations — 6 more J-250s, bringing the company to 44 units delivered and placing the model 9th overall among fixed wing airplanes. In second place, CT, CH-601XL, and Skyboy each added three registered units. Though the month was slower than usual for fixed wings, weight-shift added another strong month with 19 registrations (though some are wondering if these trikes are all SLSA or include ELSA conversions; we’re researching this). Combined, trikes and powered parachutes added 25 aircraft to the FAA registry while fixed wings added 27 for a total of 52 new SLSA. *** Jabiru USA has moved steadily up the market share chart. As the only aircraft company I know supplying both airframe and engine, Jabiru USA advanced steadily into the Top Ten of SLSA providers in the USA.

Crowds gathered around a flock of SLSA at Brainard airport in Hartford CT as AOPA kicks off their fall Expo. One fascination with LSA is folding wings as Remos demonstrated for their G-3.

Most pilots know AOPA, the Aircraft Owners and Pilots Association, has been fighting the user fee battle...and they've been doing well resisting the might of the U.S. government. But they must also have a connection with Mother Nature as warm, beautiful weather shined on opening day at Connecticut's Brainard airport. *** On display: StingSport, Skylark, the new Breezer II, Allegro 2000, SportCruiser, Sigma, Thorpedo, Sport Cub, Bravo, Sierra, CTsw, Jabiru J-250, Gobosh G-700S, and Remos G-3. Contrary to earlier info, American Champion brought The Champ, Cessna displayed their Skycatcher mockup, and Cirrus flew their SRS. In all, I counted 17 LSA at Hartford. That amounts to a healthy 19% of all airplanes on display. Two days remain; come pick up a free "Reach for the Sky" LSA info booklet compliments of EAA and LAMA. On Saturday the 6th you are invited to my updated talk on the state of the LSA industry at the Convention Center (11:00 a.m. to noon).

Most pilots know AOPA, the Aircraft Owners and Pilots Association, has been fighting the user fee battle…and they’ve been doing well resisting the might of the U.S. government. But they must also have a connection with Mother Nature as warm, beautiful weather shined on opening day at Connecticut’s Brainard airport. *** On display: StingSport, Skylark, the new Breezer II, Allegro 2000, SportCruiser, Sigma, Thorpedo, Sport Cub, Bravo, Sierra, CTsw, Jabiru J-250, Gobosh G-700S, and Remos G-3. Contrary to earlier info, American Champion brought The Champ, Cessna displayed their Skycatcher mockup, and Cirrus flew their SRS. In all, I counted 17 LSA at Hartford. That amounts to a healthy 19% of all airplanes on display.